Mechanism and controls for controllable aircraft propellers; complete propeller with automatic controls



H. M. MCCOY Dec. 7, 194s.

2,455,378 RAFT MECHANISH AND CONTROLS FOR CONTROLLABLE AIRC PROPELLERS; COMPLETE PROPELLER WITH AUTOMATIC CONTROL Filed Nov.v 27, 1943 2,455,378 oNTRoLLABLE AIRCRAFT COMPLETE PRoPELLl-:R WITH AUTOMATIC CONTROL Dec. 7, 1948 H. M. MccoY A MECHANISM AND CONTROLS 'FOR C PROPELLERS;

5 sheds-sheet 2 Filed Nov. 27, 1945 JS MQ Av1/alvaro! fion/AQ@ M /Vc Co r a. 1,4%@

Dec. 7, 1948. H. M. MccoY 2,455,378

MECHANISH AND CONTROLS FOR CONTROLLBLE AIRCRAFT PROPELLERS; COMPLETE PROPELLER WITH AUTOMATIC CONTROL 5 Sheets-Sheet 3 Filed Nov. 27, 1943 Dec. 7, 1948. H, M, MCCOY 2,455,378

MECH/mism AND CONTROLS Fon OONTROLLABLE AIRCRAFT I PROPELLERS; COMPLETE PROPELLER WITH AUTOMATIC cONTROL Filed Nov. 27, 1945 5 Sheets-Sheet 4 HolA/,420 MNC-Cov pum 79 E9. H. M MccoY 2,455,378

MECHANISM AND CONTROLS 'FOR CONTROLLABLE AIRCRAFT PROPELLERS; COMPLETE PROPELLER WITH AUTOMATIC CONTROL Filed Nov. 21, 1945 :Sehens-sheet s w rsa/324 Patented Dec. 7, 1948 MECHANISM AND CONTROLS FOR CON- TROLLABLE AIRCRAFT PROPELLERS; COMPLETE PROPELLER WITH AUTO- MATIC CONTROLS Howard M. McCoy, Patterson Field, h

Application November 27, 1943, Serial No. 511,9 35

38 Claims. (Cl. 17o-163) (Granted under the act of March 3, 1883, as amended April 30, 1928; 370 0. G. 757) The invention described herein may be manufactured and used by or for Government for governmental purposes, without the payment to me of any royalty thereon.

This invention relates to adjustable pitch propellers for aircraft, and particularly to mechanism wherebythe blade-pitch may be controlled manually over a wide range, extending from a full-feathering pitch-angle through the zero thrust position into the negative pitch range which is employed, both in flight and in landing, for propeller braking. or controlled automatically through all positive blade angles used in normal night, as well as through the negative blade angles mentioned.

Asis well known, when certain flight conditions necessitate a considerable change in pitch-angle, as in full feathering or in propeller braking, the change is desirably made in a minimum of time. The employment of manually operable pitchchange mechanism for making these changes at a rate as high as forty degrees per second is considered good practice.

In normal ilight, the necessary changes in pitch-angle for maintaining a selected constant engine speed are usually so small that they may be made at a much lower rate. Automatically governed pitch-change mechanism for` making these small changes at a rate of approximately four degrees per second has been found adequate to satisfy this requirement. l

Certain ight maneuvers, however, particularly in military aircraft, often require quick and relatively extensive changes in engine throttle setting causing temporary large R. P. M. variations from the equilibrium, or on speed setting oi the engine, and .these maneuvers therefore call for such aconsiderable change in pitch-angle setting in such a relatively short period of time that means are preferably made available whereby the automatic governing mechanism may utilize the higher rate of pitch change when such' extensive changes in throttle setting occur.

Since the energy required for making the larger pitch changes in such short periods of time is considerable, the engine itself has often been chosen as the prime source of this energy, but since the execution of large pitch-changes usually occur only at short, widely spaced intervals, it may be preferable not to take the required energy for effecting the large pitch-changes directly' from the engine and thus perhaps aggravate an oilspeed condition which it is aiming to correct, aS when the engine is already underspeeding, but instead to draw from the engine a small amount of energy gradually and store it, electrically or hydraulically, against the time when the larger and faster pitch-changes must be made.

It is therefore an object of the invention to provide and drivably connect to the engine, as

part of the system, either a small generator or a small pump, for respectively charging either an electric battery or a hydraulic accumulator, then making the larger pitch changes by employing the accumulated energy in larger volume, since the demand occurs only at short and considerably spaced-apart intervals.

Another object of the invention is to provide a propeller-pitch-change mechanism with electric or hydraulic power means, to change the pitch at a high or low rate as required in any of the aforementioned situations, the power means optionally comprising either two reversible servomotors of diierent power and speed reducing capacities, or a single reversible servomotor h'aving two speed-ratings, the servomotors being controlled by a governing 'mechanism which is sensitive to ofi-speed conditions of dinerent magnitudes, and which has capacity to select the high or the low speed ratio pitch-changing power means as required by the greater or less off-speed condition, in order to maintain a selected constant engine speed under varying engine power and airplane flight conditions,

Another object ofthe invention is to provide a compact and simplified push button control mechanism having one push button operable to place both the high and the low rate pitch-change mechanism under the control of the governor, a second operable to full feather the propeller at the high rate of pitch change, and a third and fourth operable respectively to adjust the propeller into and out of the negative or braking pitch range at the high rate of pitch change.

Since the functions of the four push buttons above named are primarily to change the blade pitch through a large angle at a high rate and stop at a definite pitch station such as at the feathering pitch, or midway of the flight range, or midway of the braking range, it is highly diillcult to release any push button at any very exact pitch angle.

It is therefore another object of the invention to provide a seriesof automatic'pitch limit stops which, regardless of whether a given push button is held or released, the automatic stops will arrest pitch change,`as for instance, if pitch-change is initiated by the feathering button, the automatic stop will arrest it at the feathering angle, if initiated by the braking push button, it will be y may be' avoided.

The manual push-button-start-and-automaticstop control, however, contemplates stopping at the several stations designated, but there are.

occasions where pitch change is desirably stopped at an exact angle but for which there is no automatic stopping means.

It is therefore another object of the invention to provide a double-throw manual switch arranged for manually operating the low-speed pitch change mechanism `in either direction, whereby more accurate manual pitch settings may be made when required.

In providing the automatic stop means hereinbeiore mentioned for arresting pitch change at preselected stations, consideration 'must be given the fact that the feathering angle is always at ninety degrees from actual zero pitch, regardless of any variation in the air speed, whereby any automatic stop means for arresting the pitch at the feathered position must operate as a direct function of pitch change without regard to air speed. This is true also of any device for visibly recording the actual pitch. Y

On the other hand, pitch limit stop means, for

arresting the pitch midway of the flight range or midway of the braking range, may not be arranged to operate as a direct function of the pitch. but may preferably be modified by an airspeed-sensitive mechanism, since both of these mid points shift as the air speed rises and falls. Similarly any visible signals for indicating that required to hold the same engine downto substantially the same safe speed. It will be readily seen that. should the governing mechanism malfunction, the blade-angle may be turned to as much as fifty-ave degrees before it is arrested by the high pitch-limit stop, and when this occurs shortly after take-oi! when the pitch-angle should still be relatively low, quite frequently the engine is stalled and a crash results. Conversely, if the governor, in malfunctioning. decreases the blade-angle until it is arrested by the fifteen degrec low limit stop. and thisoccursat five hundred M. P. H., when the pitch angle should be at its highest, the engine will be `wind-milled by the propeller at a catastrophic speed. In fact,

with the propeller pitch fixed at fifteen degrees, 4

a plane velocity of only one hundred M. P. H. creates a windmilling condition which results in an engine R. P. M. which is usually dangerous, if continued indefinitely.

It is therefore another object of this invention to overcome the above fault by omitting the usual widely spaced and nxed pitch limit stops which, in the example given, merely prevent the pitch angie being adjusted below fifteen or above fiftyflve degrees, and substituting pitch-limit stopping means which are spaced a relatively few degrees apart, say for example ten degrees, and instead of being fixed, are movable by the hereinbefore mentioned air-speed-sensitive pitch arresting mechanism bodily in unison relative to these mid points have been reached should preferably be for the same reason subject to correction by 'an air-speed-sensitive device.

It is therefore another object of the invention n to provide two associated pitch arresting and indicating mechanisms, the one being drivably connected to the blades and thereby operating as a direct function of pitch change, for arresting ,pitch at the feathering angle and for operating the actual pitch indicating means, and the other also drivably connected to the blades. but through an air-speed-sensitive mechanism which modifles the mid points at which pitch is arrested by the several stops as a function o1' air speed.

In common practice, where automatic governing of blade-pitch is employed, the blade-pitch is increased or decreased as a function of engine speed by appropriate governing apparatus, and, since such apparatuses may in rare instances malfunction, it is customary to provide pitch limit stops, one for arresting pitch change when a predetermined low pitch angle is reached, which for example may be approximately plus fifteen degrees, and another for arresting pitch change when a predetermined high pitch angle is reached, which in the same example may be approximately plus fty-ve degrees. These pitch limit stops are selectively fixed, and this considerable range of blade-anglerchange, i. e., forty degrees in the instant example, between the low and the high limit stops, is necessary for the reason that at zero forward velocity of the aircraft, as for instance, at the beginning of take-off, a blade pitch of about plus fifteen degrees may be needed to allow the engine to develop full power at take-of! R. P. M., while at a high velocity of say ilve hundred M. P. H., a fifty-five degree blade angle may be provided, because it is about that which is the actual pitch as a function of air speed, so that the stopping means are always set to arrest pitch-change at a pitch-angle which is no more than tive degrees below or five degrees above any pitch-setting which is correct for the then existing air speed, whereby any malfunctioning of the governor at a low air speed. say shortly after take-olf when a proper pitch angle may be about twenty degrees, while it may result in a change in the pitch setting, the change when made will not be to an angle less than nfteen degrees nor to an angle greater than twenty-five degrees while the craft records an air speed which properly calls for the twenty degree pitch-angle. Similar malfunctioning, when the craft is moving at top speed, when a proper pitch-angle may be as much as forty-five degrees, while also resulting in a change in pitch setting, such setting could not be to an angle less than forty nor greater than fifty degrees unless and until the air speed. of the craft came down to where a lower pitch angle was appropriate. By this means propeller pitch may never unintentionally get so far out of correspondence with air speed as to cause serious underspeeding or overspeeding of the engine. It will be understood, of course, that overspeeding is the more seriouscondition as regards direct engine damage.

Under certain conditions of governor malfunctioning there will, of course, be some overspeeding, but the limit stops may be so adjusted, relative to each other and to the actual blade setting, as to limit such overspeeding to a minimum. Time is thereby afforded for withdrawing pitch control from the damaged or defective governor and substituting manual control by which a blade pitch corresponding to the then existing flight condition may be selected.

The practice of employing a variable pitch propeller for braking. both when landing and in flight maneuvers, is currently becoming more general and. while it is just as important that the same control of the blade pitch be exercised when braking is being effected, in order to maintain a selected uniform engine speed all during the braking operation, no known mechanism is presently available which is operative where the propeller is in the reverse pitch range, to correct ofi-speed" conditions of the engine by automatically controlling the blade pitch. It is noted, however, that if the same governor is to be employed for controlling the blade pitch when operating in the negative pitch range as is employed when operating in the positive pitch range, the sense of the governor must be reversed as the propeller pitch passes the angle of zero thrust. If this is done, the governor, when sensing an "off-speed condition in thepositive range, will adiust the blade in the opposite direction as when the same oil-speed condition is encountered in the negative range. A

Now the negative blade angle for braking must, of course, be different for diierent air speeds to maintain a selected uniform engine speed where- -by the negative braking range may extend over a considerable angular distance; and if set pitch change limit stops were employed, the same difculty oi' over-speeding and under-speeding in caseof governor malfunctioning would develop. It is therefore another object of this invention to provide mechanism which will change the governor sense in the manner above indicatedas it passes the angle of zero thrust and additionally overcome the objection to set pitch limit stops in the braking range in the same manner as hereinbefore explained with respect to normal flight range; that is, by providing pitch limit stop means which are placed a relatively fewidegrees apart and movable bodily as a function of air speed. Since the angle of zero thrust at which the sense of the governor must change varies with the air speed, it is still another object to so arrange the mechanism which is provided for changing the governor sense as to bring it under the control of the air-speed-sensitive device hereinbefore mentioned whereby the sense of the governor will change at a blade angle which varies with the air speed. a

Further objects and advantages will appear as the invention is further described and reference is had to the drawings, wherein:

Figure 1 and Figure 1a are the two parts of a schematic view of a complete variable pitch propeller system and its wiring diagram, in which the pitch-change mechanism is controlled largely by electric motors;

Figures 2 and 2a are the two parts of a schematic view similar to Figures 1 and 1a except that the pitch change mechanism is controlled in part by hydraulic motors;

Figure 3 is a schematic view showing in detail an air speed responsive mechanism used in the operation of the systems shown in Figures 1, 1a, 2 and 2a;

Figure 4 is a diagram showing the general arrangement of the hydraulic pump and motors used in the mechanism shown in Figures 2 and 2a; and

Figure 5 shows an alternate means of controlling the storage of the operating uid.

Similar numerals refer to similar parts throughout the several views.

The dua1 rotation propeller, which is selected as an illustrative embodiment of this invention, comprises an outboard or front propeller hub I0, rotatable clockwise, as indicated by the arrow I2, and an inboard or rear propeller hub I4, rotatable anticlockwise, as indicated by the arrow I6.

When the terms clockwise or anticlockwise" are hereinafter employed they shall be intended to mean clockwise or anticlockwise when viewed from right to left in the drawing. The relatively heavy gearing required for connecting the front and rear hubs to each other, and to the engine, for opposite rotation, is not shown.

Supported on the front hub I8, the blades I8 are rotatable about their axes by the worm 20, while similar blades 22 are carried on the rear hub I4 and are rotatable about their axes by the worm 24. Worms 28 and 24, in the instant a embodiment, are both right hand.

A relatively light weight gear-set 26, which, for convenience in description, may be referred to as the dual rotation gear-set, is provided for drivably connecting the worms 20 and 24 to each other, this gearing being so arranged that when the worm 24 is rotated to turn the blades 22 in a pitch increasing direction, as indicated by the arrow 28 or 30, the worm 20 will be rotated to turn the blades I8 in a pitch increasing direction, as indicated by the arrow 32 or 34, the same result being achieved whether the hubs I8 and I4 are stationary or are in a state of opposite rotation about the axis of the hubs I0 and I4.

The gear-set 26 includes a cylindrical member 36 which is freely rotatable on a sleeve portion 38 of the rear hub I4, and comprises integrally an external gear 40 and an internal gear 42, a second internal gear 44 integral with the rear hub I4, a pair of drivably joined sun gears 46 and 41 freely rotatable on a portion of the front hub II), two planet pinions 48 and 58 meshing respectively with the internal gears 42 and 44 and the drivably connected sun gears 46 and 41, `and two planet pinion carriers 52 and 54 for respectively rotating the planet pinions 48 and 58 on their axes while revolving them around the sun gears 46 and 41 and within the ring gears 42 and 44. Carrier 52 is fast on a portion of the hub I8 while carrier 54 is freely rotatable thereon. Carrier 54 has an external gear 56 integral. Pinions 58 and 68 drivably 4connect the gear-set 26 to the worms 20 and 24, respectively, whereby rotation of the worm 24 rotates the worm 20 equally but oppositely whether the hubs I0 andI4 are stationary or are rotating oppositely. This system of connecting the two parts of a dual rotation propeller for unitary blade adjustment is shown and described in my copending application Serial No. 513,611,

filed December 9, 1943, now Patent No. 2,367,230,

issued January 16, 1945.

At the rear end of the propeller hub I4 a housing 62 is nonrotatablysupported on the nose 64 of the engine by screws 66. A planetary differential gear-set 65, which may, for convenience, be called the pitch-change gear-set, includes a pair of ring gears 68 and 10, each having both external and internal teeth. Gears 68 and 1I) are rotatable about the axis of the hubs I8 and I4.

Two drivably connected sun gears 12 and 14 are freely rotatable on the inner sleeve of the hub I4. Planet pinions 16 and 18 are in mesh with the internal teeth of the ring gears 68 and 10 and the externa1 teethof the sun gears 12 and 14, respectively. Carriers 88 and 82, respectively, support the pinions 16 and 18, both for rotation on 'their axes and for revolution about the sun gears 12 and 14 and within the ring gears 68 and 10. X

Carriers and 824 are both concentrically carried on the inner sleeve of the rear hub I4, the carrier 82 being fast on the sleeve for unitary rotation therewith while carrier 88 is freely rotaty espaces able thereon. An external gear 8| is secured to the carrier 88 to rotate therewith and meshes with a pinion Il which is fast 021 the shaft of It is noted that,` with a vpitch-change gear-set 85 constructed and arranged as shown, the pitchchange worm driving gear 80 is'rotated clockwise either by anticlockwise rotation of the ring gear 80 while the ring gear 10 stands idle, by clockwise rotation of the ring gear 10 while the ring gear 88 stands idle, or by anticlockwise rotation of ring gear 88 and clockwise rotation of ring gear 10 at the same time. In order that the effect of the two ring gears may be additive they must rotate in opposite directions. v

Two servomotors 88 and 80, the first preferably of considerably greater power capacity than the second, are provided for rotating the ring gears 88 and 10`to change the pitch. The motor 08 carries a pinion 82 which meshes directly with the external teeth of the ring gear 08 for changing the pitch at a high rate, while the motor 80 is drivably connected to the external teeth of the ring gear 10 through the speed reducing gears 84, 88, 88 and |00 for changing the pitch at a low rate. Motors 88 and 80 are provided respectively with brakes |82 and |04 which are spring engaged so as normally to hold the rotors of the motors nonrotative, but each brake is provided with a brake-disengaging solenoid, the coil of which is in series with its motor winding, whereby a brake becomes disengaged simultaneously with the application of an electric current to the motor winding, and engaged instantly the current is broken.

In the wiring diagram of Fig. 1. the solenoid coils |06 and |08 are provided respectively to disengage the brakes |02 and |05, the motor 88 being provided with field coils and ||2, while the motor 80 has similar eld coils ||4 and IIB. 'I'he two field coils of each motor are of opposite polarity, whereby reversal of either of the motors 88 or 80 is obtained by selectively energizing one or the other of its coils.

The pitch-change gear-set 85, its operating motors, and its windings are shown and described in my copending application Serial No. 498,050, filed August 10, 1943, now Patent No. 2,370,675, issued March 6. 1945.

For controlling the servomotors 88 and 80, a push button control set |0| is provided. Set |0| comprises four push buttons |03, |05, |01 and |08, manually operable for closing the switches ||3, and ||1. Button |08, coincidentally with the closing of the switch ||1, closes also the switch H9. Compression springs |2| are provided for returning the push buttons to their unoperated positions.

For the push buttons |03, |05 and |01, no mechanical means is provided for holding them down against the action of the springs |2|, but for push button |08, a hook |23 engages the underside of a slot which extends through a plate |3i, whereby button |08, when depressed, is held down by the plate until the button is intentionally released by lateral movement of the plate. Button |08 may be released by manipulation of the knob |38, movement of which is resisted by the spring |28.

Push button |03 should preferably be marked Brake, since it is used to hold the switch closed for energizing the coil ||2 of the high rate pitch-change servomotor 88, for rotating the gear 02 anticlockwise, thereby turning the blade 22 in a direction opposite the arrow '80 into the 8 negative or braking range. Cooperating means, hereinafter described, are provided for stopping movement of the blade 22 when it has reached a midway position in the braking range, in case the pilot does not voluntarily release the push button |03 at the proper instant.

Push button |05 should preferably be marked Unbake, since it is used to hold the switch ||2 closed for energizing the coil ||0 of the high rate pitch-change servomotor 88 for rotating the gear 82 clockwise. thereby turning the blade 22 in the direction of the arrow 80 into the positive or cruising range. Cooperating means, hereinafter described, are provided for stopping movement of the blade 22, when it has reached a midway position in the cruising range, in case the pilot ds not voluntarily release the push button |05 at the proper instant.

. As a basis for further description, the bladel 22 is shown with its mean plane on the line 83, which is at a pitch-angle of plus 20 degrees from the 0 pitch line 8|. Line 83 will be considered the mid point of the low-speed flightrange. For the same purpose, the line 85 may represent the mid point of the low-speed brakingrange. As will be later explained, however, these mid points vary with changes in air speed, as for instance, at an air speed which is near the possible maximum, the mid point of the flight-range may shift about 20 degrees to the line 81, and that of the braking-range about 20 degrees to the line 88. These blade angles are arbitrarily selected for explanation only, and may vary in different aircraft.

Push button |01 may preferably be. labeled Feather, since it is employed to hold the switch ||5 closed for energizing the coil ||0 of the high rate pitch-change servomotor 88 for rotating the 'gear 82 clockwise, thereby turning the blade 22 in the direction of the arrow 80, through and beyond the positive or cruising range to the full feathered position. Cooperating means, hereinafter described, are provided, which stop pitch change when the full feathered position is reached.

Push b utton |08 is labeled Automatic, since it completes a series of electric circuits through an automatic pitch-change-governing mechanism, hereinafter described, which may be broadly designated by the numeral ||8. Button |08 is usually pressed down and anchored for automatic operation after button |05 or |03 has been used to bring the pitch angle midway of the cruising range, or midway of the braking range. as desired.

Since the push buttons |03, |05, and |01 all operate the servomotor 88 which provides the high rate of pitch change, it is difficult to employ them to arrest pitch change at any deilnite angle except where the cooperating means above mentioned are provided for arresting pitch change .irrespective of Whether the push button is released or not.

There are occasions, however, when it becomes desirable to closely adjust the pitch to some particular angle for which there is no cooperating means to arrest pitch change, and the pilot may therefore be required to make the adjustment by aasaars l for operation in either direction for making these close adjustments. Automatic pitch-limit stops, hereinafter described, arrest operation of the servomotor 80 by the switch 85 in one direction when the feathering position is reached and in the other direction midway of braking range.

The automatic pitch-change-governing mechanism ||8 is provided for sensing overspeed or underspeed conditions of the engine and their magnitude, and selectively operating one or theother of the two servomotors 88 or 80, in one or the other direction, to effect appropriate changes in blade-pitch, whereby the engine is brought back in minimum time to the desired speed.

The governing mechanism ||8 includes a master motor |20 having any appropriate means of maintaining a selected constant speed. In the example shown, a conventional spring loaded ilyball governor |22 is employed, with means |24 for `selectively altering the loading to obtain the desired speed, whereby the motor speed remains constant as long as the loading is not changed. Ihr convenience in description the master motor |20 may be assumed to rotate in the direction of the arrow |25.

Any convenient shaft, su'ch as the shaft |26, which is rotated at engine speed by the engine being controlled, or at a speed which is a function of the engine speed, may be employed for attaching the governing mechanism to indicate the olf-speed condition needing correction.

The engine driven shaft |26. which for illustrative purposes may be assumed to rotate in the directionof the arrow |21, has a friction disc |28 drivably secured to its outer end. A cooperating disc |30 is drivably secured to a shaft |32, which has slight axial movement. A coil C|34, when electrically energizeddraws the discs |28 'and |30 into frictional engagement, thereby forming, of the discs and coil, an electromagnetically engageable clutch |36 for drlvably joining the shafts |26 and |32.

A stationary cup-shaped housing |38 has a disc of brake lining |40 in the bottom. An expansion spring |42 urges the shaft |32.toward the left, and will, whenever the coil |34 is not energized. frictionally engage the disc |30 with the brake lining |40, thereby forming of the housing |38, lining |40, spring |42, and disc |30, a spring engaged brake |44 for holding the shaft |32 against ro tation. Obviously, when the clutch |86 engages, the brake |44 must disengage, and vice versa.

The motor driven shaft |46 has a friction disc |48 fixed to its free end. A mating disc |50 is fast on a shaft |52, which has a small degree of axial movement. An electrical coil |54, when energized, draws the discs |48 and |50 into frictional engagement with each other. The disc |48 and |50, and the coil |54, together form an electromagnetically engageable clutch |56.

A stationary cup-shaped housing |58 has the end wall covered with some suitable friction material |60. A spring |62 urges the shaft |52 toward the right so as to frictionally engage the disc |50 with the friction material |60 whenever the coil |54 is not energized. 'I'he housing |58, friction disc |60, spring |52 and disc |50 together form a spring engaged brake |64 for holding the shaft |52 against rotation. The brake 164 always engages whenever the clutch |56 disengages.

Anv elongated pinion |66 is freely rotatable in bearings |68. A pin-and-slot connection is used for drivably connecting the pinion |66 to the shaft |52, whereby the shaft |52 is not denied the l0 necessary freedom of axial movement required in engaging the clutch |56 or brake |64.

A shaft |12 Ais rotatable in bearings |14 and is drivably connected to the shaft |32 by a pin-and-.

slot connection |16, whereby the shaft |32 may move axially the amount necessary to engage the brake |44 or the clutch |38.

A shaft |18 is freely rotatable in bearings |80,

and carries an enlarged screw threaded portion.

|82 intermediate its ends. A relatively narrow pinion |84 meshes with the elongated pinion |66 and is preferably, although not necessarily, of the same pitch diameter and number of teeth. Pinion |84 is internally threaded to t the external screw threaded part |82 and is rotatable freely in a slot |86 of a carriage |88, whereby rotation of the shaft |18 forwardly or backwardly when the pinion |84 is not rotating moves the carriage to the right or left. Springs |90 backed by collars |62 are provided to hold the pinion |84 against the ends of the screw |62, should the screw turn far enough to run the pinion off the ends of the threads, in which case the pinion will ratchet on the ends of the threads until the screw |82 is reversed. In the present embodiment, the screw |82 is made with left hand threads. The elongated pinion |66, the screw |82, the narrow pinion |84, and the carriage |88 together constitute a three part differential which controls the servomechanism and may therefore be referred to as the servo dineren-tial, and be broadly designated by the numeral |33.

Drivably secured to the interfacing ends of the shafts |12 and |18 are the bevel gears |94 and |96. A planet pinion carrier |98 supports the pinions 200 for rotation on their radial axes and for revolution about the axis of the shafts |12--|16. A gear 202 is formed on the periphery of the carrier |88. The differential gear-set, comprising bevel gears |94-I85, pinions 200, carrier |98 and gear 202, may collectively be referred to as the differential gear-set |99. Obviously if the carrier |88 is kept from rotating, and the shaft |12 is rotated in one direction, the shaft |18`will rotate at equal speed in the opposite direction, and if the shaft |12 is held non-rotative and the carrier |98 is rotated at a given speed, the shaft |18 will rotate in the same direction at double the carrier speed.

If the pinions |66 and |84 are of equal diameter, the pinion |84 will rotate at the speed of the master motor whenever the clutch |56 is engaged. But the speed of the shaft 18 is determined by the speed of the engine shaft |26, so that, if the engine goes olf speed, the difference between the rotations of the screw |82 and the internally threaded pinion |84 will cause this pinion to move right or left and move the carriage |88 with it.

It will, of course, be understood that the screwand-pinion differential employed in the governor mechanism produces a straight line movement of the carriage |88 which may be convenient for operating the controlling switches. It is obvious, however, that both dierentials may be of the type designated by the numeral |89 by making the one bevel gear |86 fast on the constant speed motor shaft |52, the other bevel gear |94 fast on the engine driven shaft |18, and using the rotary movement of the carrier |98 to operate the control switches.

Two electric servo control switches 204 and 206- tional servo control switches 208 and 2|0 are interposed in the path of the carriage |88 in its movement to the left, a given movement of the carriage closing first the switch 208 and further movement closing the switch 2 I0.

The wiring of the system shown in Fig. 1 is such that when the switch 204 is closed. it effects encrgization ofthe coil ||4 of the servomotor 88 for increasing the pitch of the blades |8 and 22 at a low rate; the switch 208. when closed, effects energization of the coil of the servomotor 88 for increasing the pitch of the blades I8 and 22 at a high rate; the switch 208. when closed. effects energization of the coil ||8 of the servomotor 90 for decreasing the pitch of the blades |8 and 22 at a low rate; and the switch 2|0, when closed, effects energization of the coil ||2 of the servomotor 88 for decreasing the pitch of the blades I8 and 22 at a high rate.

It will be seen that. as long as the master motor and the engine shaft |28 revolve in the direction of the arrows |25 and |21, respectively, and one at exactly the same speed as the other, the carriage |88 will remain stationary intermediate the switches 204 and 208 as shown, but that any overspeeding of the engine shaft |28 will cause the carriage to move to the right and increase the blade pitch to bring the engine shaft back down to speed, and any underspeeding of the engine shaft |28 will cause the carriage to move to the left and decrease the blade pitch to bring the engine shaft back up to speed. Whether the carriage, in moving to the right or the left, in response to engine shaft overspeeding or underspeeding, moves only far enough to close the switch 204 or 208 for pitch correction at a slow rate, or enough farther to also close the switch 208 or 2|0 for pitch correction at a fast rate, depends on the magnitude of the off-speed condition which is to be corrected. It is also obvious that when the carriage |88 has moved. let us say to the right. to a position which has closed the switch 204 for increasing the blade pitch for correcting an overspeed of the engine shaft |28, the carriage could not. with ordinary construction, be returned to the neutral position except by the engine shaft |28 becoming slightly underspeed, and in that event the carriage would move to the left until it closed the switch 208, where the carriage must necessarily remain until the shaft |28 again overspeeds. The result would be a constant oscillation of the carriage, first right to close the switch 204, then left to close the switch 208, and a continuous hunting of the engine shaft would obtain. It is to obviate such a hunting condition that the dierential gear-set |89 is provided.

For operating the differential gear-set |89, a reversible motor 2|2 is provided, which for reasons which will later become apparent may be called the follow-up motor. The follow-up motor 2|2 carries a pinion 2|4 which meshes with the teeth of the gear 202. Motor 2|2 is provided with a brake 2|8 which is spring engaged so as to normally hold the rotor of the motor nonrotative. the brake being provided with a disengaging solenoid, the coil of which is in series with the solenoid coil 2|8 is provided for disengaging the responding in a measure to the two rates ofpitch-change provided by the servomotors. Taps may preferably be provided on the fine wire coils 220 and 222, whereby the ampere turns of the field winding may be varied to vary the proportion between the low and the high rate of followup and to permit ready adjustment of follow-up speed, depending on the response characteristicsof a given engine-propeller combination.

The electrical connections of the system of Fig. 1 are such that, coincidentally with the closing of the governor-operated switch 204 bythe.4 carriage |88, due to overspeeding of the engine shaft |28, the pitch increasing coil ||4 of the low rate servomotor 80 turns it anticlockwise for-a low rate of pitch-increase, and the series-con-4 nected coils 220 and 224 of the follow-up motor 2|2 turn it anticlockwise for returning the car-- rlage |88 at a slow rate to the neutral positionf shown. and if the ofi-speed condition is exten sive enough to have closed the switch 208. the pitch increasing coil ||8 of the high rate servo-- motor 88 turns it clockwise for a high rate of.

pitch-increase, while the coarse wire coil 224 of the follow-up motor 2 I2 turns it anticlockwise for returning the carriage at a high rate to the neutral position shown.

Conversely, when underspeeding of the engine shaft |28 has caused the carriage |88 to move far` enough to the left to close the switch 208. the-l pitch-decreasing coil ||8 of the low rate servomotor 80 turns it clockwise for a low rate of pitch-decrease, and the series-connected coils' 222 and 228 of the follow-up motor 2|2 turn it -clockwise for returning the carriage |88 at a motor winding. The brake therefore becomes disengaged coincidently with the application of an electric current to the motor winding, and engaged simultaneously with the breaking of the current. The differential gear-set |88 being thus associated with the follow-up motor may hereinafter be referred to as the follow-up differential.

In the wiring of the system herein shown, the

slow rate to the neutral position shown, and if 'the ott-speed condition is extensive enough to have closed the switch 2|0, the pitch-decreasing coil ||2 of the high vrate servomotor 88 turns it anticlockwise for a :high rate of pitch-decrease, while the coarse wire coil 228 of the follow-up motor 2|2 turns it clockwise for returning the carriage at a high rate to the neutral positionshown. I

From the foregoing description of the governing mechanism, it will be seen that when, for instance, an overspeed condition of the engine shaft |28 moves the carriage |88 to th right to operate the servomotor for pitch-increase, it is not necessary that the carriage stay in the closed-switch position until the pitch increase". enough to bring the shaft |28 to underspeed be' fore the carriage may move left. Instead. the follow-up motor 2|2, through the diierential gear-set |'88 starts to return the carriage |88 to the neutral position shown as soon as pitchcorrection begins, with a result that overcorrection and consequent hunting 'can not take place. l

An automatic governing mechanism, similar to that Just described, is shown in my copendingl application, Serial No'. 475.297, filed February 9,' 1943, now Patent No. 2,399,685, dated May '1,'

1946, for Differential speed responsive device. The present arrangement is an improvement over the said copending application, in that it not only senses and corrects an off-speed condition of the device being regulated, but senses also the magnitude of the off-speed condition and corrects at a rate of speed commensurate with the off-speed condition which is found to exist. l

The foregoing description of the governing mechanism which has been provided for controlling the blade-pitch, so as to keep the engine speed constant and at the speed selected, has referred only to the control of the blade-pitch when operating in the positive pitch range; that is, the range used in normal flight. It has .been stated, however, as being an object of this invention to automatically maintain a constant engine speed while the propeller is being employed as a brake.

In the negative as in the positive pitch range, engine speed is brought down by pitch increase and allowed to rise by pitch decrease. It is noted, however, that a direction of rotation which produces pitch increase in the positive range, produces pitch decrease in the negative range and vice versa, the term pitch decrease being hereinafter intended to mean a change in the blade angle from any position in either the positive range or the negative range toward the angle of zero thrust.

Mechanism is therefore provided for use in propeller braking, which will so change the electrical connections between the governor and the servomotors that whenin.braking, the governor senses a need for increased R. P. M., it energizes the coil of the servomotor, which, in normal night, is energized for pitch-increase, and when, in braking, the governor senses a need for decreased R. P. M., it energizes the coil of the servomotor which, in normal flight, is energized for pitch-decrease. These changes in governor-toservomotor connections for braking are preferably made justl as the blade-angle leaves the positive-pitch-range and enters the negativepitch-range. It is noted, however, that the dividing line between the pitch-range, in which propeller rotation retards forward movement of the craft, and the pitch-range in which it assists its movement, is not usually at zero blade-angle, but is actually at the angle of zero thrust of the propeller, which varies with the velocity of the craft. Thus, the angle of zero thrust may be at zero blade-angle before take-off when the craft is stationary, but may be at a blade-angle of as much as plus degrees when the craft is moving at maximum speed. An air-speed-responsive mechanism which will be subsequently described is provided for determining the blade angle at which the control-reversing mechanism will operate.

The control-reversing mechanism provided for conditioning 'the system for automatic control of engine-speed within the braking range may be broadly referred to by the numeral 228. It comprises two solenoid-operated double-pole double-throw switches 230 and 232. Switch 230 has four contact posts-234, 236, 23B, and 240 diagonally connected as shown. Switch 232 has four contact posts 242, 244, 246 and 248 similarly connected. Switch 230 has two contact bars 250 and 252 supported on a yoke 254 of insulation, to the rear end of which a ferrous solenoid core 256 is secured in position to be acted upon by the solenoid coil 258. Switch 232 has contact bars 260 and 262, fast on the yoke 264, with 14 core 266 and coil 268. Spring 210 holds the bars 250 and 25.2 in electrical contact with the posts 238 and 240, respectively, except when the coil 258 acts on the core 256, in which case the bars 250 and 252 are electromagnetically held in contact with the posts 284 and 236. Similarly, the spring 212 holds the bars 260 and 262 in electrical contact with the posts 246 and .246, respectively, except when the coil l268 acts on the core 266, in which case the bars 260 and 262 are electromagnetically held in contact with the posts 242 and 244.

Posts 234, 236, 242 and 244, respectively, transmit current through suitable conductors to the coils of the solenoid operated switches 214, 216, 218 and 280, whereby the eld coils H4, H6, H0

and H2 of the servomotors 90 and 88 are energized. The contact bars 250, 252, 260, and 262 are connected to a source of electrical energy by the closing of the governor operated switches 208, 204, 2I0 and 206, respectively. Obviously, a given one of the governor controlled switches 204, 206, 208 or 2I0 will direct current to the servomotors for one direction of rotation before the solenoid coils 258 and 268 become active, and for the other direction of rotation, after they become active. The solenoid coils 258 and 268 are energized through a cam operated switch, the cam of which is advanced or retarded with respect to blade pitch as a function of the air speed of the craft, whereby the dividing line between the flight-pitch-range and the brakingpitch-range shifts away from the 0 pitch-angle according to the air speed of the craft.

A duplex double-pole double-throw switch arrangement corresponding in a measure with the reversing mechanism 228, above described, is shown and described in my copending application, Serial No, 465,970, filed November 18, 1942, now Patent No. 2,378,938, dated June 26, 1945. The structure of the copending application, however, is such that the sense of the governor with respect to direction of rotation of the servomotors changes when the blade angle reaches zero pitch, regardless of the speed of the aircraft.

As a convenient means for operating the electric switches which control the reversing mechanism 228, certain signal lights which indicate whether the propeller blades are in the positive or negative pitch range, and other switches which stop pitch increase or decrease at a predetermined pitch angle, the cam shaft 282 is provided and so connected to the pitch-change gear-set through a differential gear-set 284, that the degrees of rotation of the shaft 282 is a function of the degrees of rotation of the propeller blades 22 or I8 on their axes While changing pitch.

The differential gear-set 264 includes a gear 286 rotatably supported in the housing 62 and drivably connected to the external teeth of the ring gear 68 by an idler pinion 288. A second gear 290, also rotatable in housing 62, is drivably connected to the external teeth of the ring gear 10 by two pinions 292 and 294, whereby the gears 286 and 290 rotate in the same direction when the ring gears 68 and 10 are rotating oppositely.

A bevel gear 296 is fast'on the gear 286 and a second bevel gear 298 is fast on the gear 290. Bevel pinions 300 are supported for rotation on their radial axes, and for revolution around the axis of the bevel gears 296 and 296 by the carrier 302, which is directly connected to the shaft 304, which is, in turn. connected to the cam shaft 282 -throughl gears 306, 308, 3I0 and 8I2. For convenience in illustration, the gearing which connects the blade 22 to the cam shaft 282, may preferably be so proportioned that when the blade 22 rotates on its axis through. say ninety degrees, the came shaft 282 will rotate through one hundred eighty degrees. Also, when the blade 22 rotates in the direction of the arrow 28 or 80 for pitch increase. the cam shaft 282 will rotate anticlockwise, when viewed from the right of the drawing.

It is here noted that rotation of the propeller itself about the axis of the propeller hubs I and i4, does not in any degree affect rotation of the cam shaft 282. The cam shaft 282 will be nonrotative. with or without propeller rotation. ex-

cept when pitch change is taking place. Then it 'will be rotated in a given direction by rotation.

in one direction, of the ring gear 6B, byrotation. in the opposite direction, of the ring gear 10, or by both ring gears together, when one rotates oppcsitely of the other.

Fastened to the shaft 282, for unitary rotation therewith, is a pitch-indicating pointer 8|4 associated with a stationary pitch-indicating dial 8I8. Dial 8i6 is graduated to show at all times the exact pitch angle to which the blades I8 and 22 have been turned. It is noted that, since the ratio of degrees rotation of blades 22, to-degrees rotation c-f cam shaft 282 is one to two, the dial 8i6 spans a distance of one hundred eighty degrees between the graduations for the 0 and 90 blade pitch. All cams -carried on the shaft 282 are. of course. cut to the same ratio.

Fast also on the shaft 282 is the feathering cam 8I8. In the drawing it will be seen that the blade 22 is shown as having been turned to plus 20 degrees. which has, for illustration, been taken as midway in the low-speed flight range. nSince the blade 22 must be turned an additional 70 dedegrees, i. e., turned to an angle of plus 90 degrees, for full feathering, the feathering cam 8I8 must turn in the same time through 70 2=140 degrees of rotation. The cam lobe 320 is therefore so positioned on the cam 3l8 that anticlockwise rotation through 140 degrees will bring the lobe to the top center, where it will have opened the switch 822 and coincidentally closed the switch 824. Opening of the switch 822 breaks the current which has been operating the high-rate servomotor for pitch increase and thus stops pitch change at the full feathering position, while closing of the switch 824 lights a white signal .lamp 826 on the vinstrument panel. indicating that the propeller is fully feathered. An additional switch 325 is opened by the cam 8 I 8 coincidentally.

with the opening of the switch 322. Switch 828. when opened. breaks the circuit through the lowrate servomotor 80 when it is being operated by the switch 85 for making ne adjustments of pitch-change manually. It is here noted that anticlockwise rotation of the shaft 282. i. e., in the direction of the arrow 821 on the feathering cam 8|8. always results from an increase in the positive pitch angle of the propeller blades, i. e., rotation of the blades in the direction of the arrow 28 or 88.

The pitch-indicating pointer 8I`4 and the feathering cam 8I8. being fast on the shaft-282, which is gear-connected to the blades 22, always rotate as a direct function of pitch-change, regardless of the velocity at which the craft is moving with respect to the ambient air. Seven additional cams, however, are provided for performing other functions whichare initially controlled by pitch change, but-are subject to correction for changes in air speed. The seven addi- 828, within which the shaft 282 rotates freely. An air-speed-responsive device is then provided which includes gearing whereby. when a change in pitch rotates the shaft 282 in one direction, the tube 828 is turned by the gearing an equal amount in the opposite direction provided the change in pitch is not accompanied by a corresponding change in air speed. lThus a positive pitch increase of the blades 22 will, when no change in air speed is taking place, rotate the shaft 282 in the direction of the arrow 821 which will rotate the tube 828 an equal amount in the direction of the arrow 828.

But the rotative displacement of the tube 828 is equal to the rotative displacement of the shaft 282 only so long as no change in air speed is taking place. The air-speed-responsive device, however, contains other mechanism which is brought into play when automatic governing is initiated. and which subtracts from the rotative displacement of the tube. relative to that of the shaft. as a function ofv air speed.

The air-speed-responsive mechanism is so designed that a change in blade pitch, without corresponding change in air speed. rotates the tube 828 equally but oppositely of the shaft 282. but a change in blade-pitch with corresponding change in air speed. subtracts contrarotation from the tube in such amount as to make the tube nonrotatlve with respect' to the switches which its cams are to operate. while the shaft 282 rotates strictly in proportion to the change' in pitch. v

The air-speed-responsive mechanism provided for determining the `degree of rotatable displacement oi' the tube 828 with respect to the shaft '282 is shown in considerable detail in the sche-4 matic view, Fig. 3, andmay be broadly designated by the numeral 888. It comprises a housing 8824 which encloses a bellows 884 operatively connected to a rod 886 whichis vertically operable, by change in pressure in the bellows. against the resistance of a spring 888. Spring' 888 is adjustable by a screw 848. A gear segment 842 is pivoted in the housing 882 at 844. A slot 848 through the gear segment receives a pin 848 which extends laterally from the rod 888, whereby the gear segment is cscillated by movement of the rod. Gear teeth 850 on the segment 842 are in mesh with the teeth of a pinion 882 which is rotatable on a stud 854 extending laterally from the wall of the housing 882. A bevel gear 888 is secured to the pinion 882 for unitary rotation therewith. A bevel pinion 888 is in mesh with the bevel gear 856. Pinion 888 is fast on a shaft 860 whereby expansion of the bellows 884 causes anticlockwise rotation of the shaft 888. A Pitot tube 362 has its pressure opening connected by a pipe 884 to the inside of a bellows 884, and its connection to the ambient air made by a pipe 866 to the interior of the housing 882. A frame 868 also provides bearing for the shaft 888. and an integral screw 818 is carried on the shaft within the frame. A relatively narrow'pinion 812 is internally threaded to nt the screw 818 and is held between the cheeks of a carriage 814. Assuming, for descriptive purposes, that the screw 810 is right hand, anticlockwise rotation of the shaft 860 will move the pinion 812 toward the left until it closes theswitch 818, whereupon the battery 818, assuming the manual switch 818 is closed, will be connected to vsupply current through the field coil 880 of the motor 882,-A

amava i7 wise. Rotation of the elongated. pinion 3M clockwise will turn the narrow pinion 3,12 l.anticlock-g wise, thereby returning .it-to the central position shown. The. rotation-of the elongated pinion 384, and the narrowlpinion 312 whichis connected thereto in a clockwise direction, will have rotated the gear 306 in an anticlockwise direction. Gear 306 is fast on a housing $8.8 within which the bevel gear 390, which is fast on the shaft 282.,

spring 338 will move the rod 330 upwardly,

thereby rotating the shaft 300 clockwise, which will move the narrow pinion 312 to the right to close the switch 096, which will in turn connect the battery tl through the coil 390 to rotate the elongated pinion e in an anticlockwise direction, whereby the gear 380, through the dierential 392-394, will rotate the tube 323 in a clockwise direction with respect to the shaft 282, and thereby restore theoriginal relation between the shaft .and tube.

A springengaged-solenoid-disengaged brake 500 of substantially the same design as used in the servomotors and follow-:up motor hereinbefore described. is disengaged by the coil 602 coincidentally with the energization oi. either of the field coils u or tdt, whereby theelongated pinion 384, pinion 385, gear 308. and housing 808 are all held locked against rotationas long as no change in air speed is taking place. It should be kept in mind, however, that the fact that the housing 380 is locked because no change in air speed is taking place, does not prevent the governor ila effecting any necessary changes in blade-angle by way of the servomotors 08 and 90 nism described corrects the ,pitch-limit.- stops as a. function of.- the indicatedairsp'e'ed 4or dynamic pressure, For extreme accuracy a .mechanism maybe provided which will correct as a function of true air speed., v,Any ,typeotftrue air speed indicator could be connected somewhat in the mannery shown to eiectmore accurate corrections.

The Reversing cam 804 is .fast on the left end of the cam shaft tube 328., It is provided for closing a switch 10S which makesA connection to the battery 318 when ,the 'main switch 401 is closed, which energizes the coils'258 and 208 of the reversing mechanism 220 when it is desired to govern automatically .inthe negative pitchrange, ,as previously` described.. Theangle at which the mean yplane ofthe blade 22 is shown through the pitch-change gear-set 85, for, in

that case, if the cam shaft 202 rotated, for instance, anticlockwise for pitch increase, as before explained, the tube 32a would tu'rn clockwise an equal degree through the diierential gears 390, 3964,'392. It will be understood, therefore, that when no change in air speed is taking piace, an increase in blade-pitch, as for instance, an increase from Opitch, will rotate the cam shaft 282 anticlockwise, from the 0 indication, twice the number of degrees as the change in bladeangle, and the tube 322i clockwise, twice the number of degrees as the change in blade-angle, while if, when pitch increase is thus being effected, there is the expected corresponding increase' in air speed, from il air speed, the tube will remain nonrotative. This condition is had by so proportioning the alr-s'peed-responsive device 330 that, when the shaft Edt is rotatably displaced in response to a change in pitch, and the air speed coincidentally changes in correspondence with the change in pitch, this change in air speed should rotatably displace-the housing 380 in the same direction as the shaft 252, but through only half the rotative displacement as the shaft. It

isl well known that where one ofthe gears of a differential is heid nonrotative while the other rotates, the pinion carrier rotates half as fast as the rotating gear. l

It will be apparent to oneiamiliar with pro-A pelier art t t the airspeedresponsive mechain thedrawing is plus 2Q degrees. Ii the blade were moved to a position of minus 25 degrees or through a total angle. of 4 5 degrees, it would be on the line 96 which is at the midpoint of the negative or braking range, and, if there was co.- incidentally no changein air speed, the cam 404 would have moved anticlockwise through degrees, 4so that the operating lug 608 would be midway in the notch M0.- The cam 604 as well as the other-cams on the ltube 328. are shown as they will appear at 0 air speed, when the blade 22 is as shown, at plus 20 degrees. which places the shaft 282 at i0 degrees anticlockwise. and the tube 320 at 40 degreesclockwise from their zero pitch position,

The Positive signal-cam M2 is provided for closing a switch dit. which makes connection to the battery 310 through the main switch 401, the auxiliary switch M5, and the switch lll, which is operated by the Automatic push button |00. This connection is made when the lug MI drops into the notch M3, `and is provided for lighting a green signal lightA dit, which indicates, when automatic operation in the positive pitch range is initiated, that the blade-pitch is in correspondence with the air speed.

The Negative signal-cam l|8, is substantially a duplicate of the cam cl2, but is set 90 degrees farther around and is used to close a switch 420, which also makes connection to the battery 310, through the main switch 4 01, auxiliary switch M5, and the push button switch Ill, which is operated by the Automatic push buttonv |09. This connection is made for lighting a red signal light 622, which indicates, when automatic operation is initiated, that the Iblade pitch is in correspondence with the air speed. Turning of the blade 22 through 45 degrees will rotate the cam M8 through 90 degrees and place the notch 4,24 symmetrically over theoperatingfl'u'g 026.

The Unbrake cam 28 comes into action when, preparatory to initiating automatic operation in the positive pitch range, the blade-pitch is being brought to the line 93 at the mid point of the positive or flight rangefrom any lesser positive pitch, or from the-negative .pitch range. The Unbrake push button H00, when depressed. closes the switch it-which makes connection from the battery 378, through main switchd and switch 630, to operate the solenoid which closes the switch 218 andenergizes the pitch-increase coll H0 of the high-rate servomotor S8, whereby the pitch is increased until the line 93 at the mid point of the flight range is reached, at which point the cam raises the operating lug 32to open the switch $30, and arrests pitch-change at this point. The raising of theoperating lugt co, incidentally closes a switch 434, which lights a green signal light cte. `This position of the cam is shown in the drawing.

The Brake cam 488 comes into action when. preparatory to initiating automatic operation, the blade-pitch is being brought to the line 88 at the-mid point of the negative or braking-range from any lesser negative pitch or from the positive pitch-range. The Brake push button |08, when depressed, closes the push button switch which makes connection trom the battery 818 through main switch 401, and switch 440, to operate the solenoid which closes the switch 200 and energizes the pitch decrease coil ||2 o! the high rate servomotor 88. whereby the pitch is decreased until the line 85 at the mid point oi the brakingrange is reached, at which point the cam raises the operating lug 442 to open the switch 440 and arrest pitch-range at this point. The raising oi the operating lug 442 coincidentally closes a switch 444, which lights a red signal-light 448 and opens a switch 441 which prevents pitchchange by the manual switch 85 beyond a sate position in the braking range.

The Automatic pitch-limit-deerease stop cam 448 is provided for openingboth the high and the low rate pitch-change limit-switches 450 and 482. The cam 448 has two active lobes 454 and 458. The iirst lobe 454 is so placed that, if the blade 22 moves in a pitch-decreasing direction as much as 5 degrees from its 20 degree position: that is, from the line 88, which is the midway position oi' the low speed flight range, and there is coincidentally no correction of the cs/m position by a corresponding change in air speed. the lobe 454 will raise the lug 458 and'open the switches 450 and 452. whereby the governor ||8 is momentarily prevented from employing the servomotors 88 and 80 to further decrease the positive pitch. The other lobe 458 is so placed that, i! the blade 22 is turned 45 degrees from the position shown, or to the line 85 at the mid point of the low-speed braking-range. and the blade then moves back in a direction which decreases the negative pitch as much as 5 degrees from the line 05. its 45 degree negative position, the lobe 458 will raise the lug 458 and open the switches 450 and 452, whereby the governor ||8 is momentarily prevented from employing the servomotors 88 and 00 to further decrease the negative pitch. It will be noted that anticlockwise rotation of cam 448 results from pitch decrease in the positive range, while clockwise rotation oi cam 448 results from pitch decrease in the negative range.

The Automatic pitch-limit-increase stop cam 480 is provided for opening both the high and thelow-rate pitch-change limit-switches 482 and 484. The cam 480 has two active lobes 488 and 488. The nrst lobe 488 is so placed that. if the blade 22 moves in a pitch-increasing direction as much as 5 degrees from the line 88. its 20 degree position, which is the midway position of the low-speed night-range, the lobe 488 will raise the lug 410 and open the switches 482 and 484-, whereby the governor ||8 is momentarily prelvented from employing the servomotors 88 and 80 to further increase the pitch. The other lobe 488 is so placed that. ii the blade 22 is turned 45 degrees. or to the line 88, the mid point of the low-speed braking-range, and the blade moves further in a direction which algebraically decreases the negative pitch as much as 5 degrees from the line 85, its 25 degree negative position, and there is simultaneously no correction of cam position by a corresponding change in air speed, the lobe 488 will raise the lug 410 and open the switches 482 and 484, whereby the governorA ||8 is momentarily prevented from employing the servomotors 88 and 88 to further increase the negative pitch.

Again noting that the teathering switch ||8 and theunbraking switch ||8 always operate to algebraically increase pitch. i. e.. increase it it it is in the positive range, but decrease it if it is in the negative range while the braking switch always operates to algebraically decrease pitch, i. e., decrease it ii it is in the positive range but increase it ii it is in the negative range. the operation of the system hereinbeiore described and disclosed in Figs. 1 and 3 is as .follows Assume that the engine has not yet been started. The main switch 401 should be closed, thus completing connection from the battery 818 to the Brake, Unbrake and Feather push button switches H8. and ||5, and to the solenoids and switches 214, 218, 218 and 280, which control the servomotors. Pitch change may now be eilected manually by pushing either of the but tons |08. |05 or |01.

The propeller may have been left in the braking range at a previous landing. Ii such is the case. it may be brought to a position in the positive range which is suitable for starting the engine, by depressing the Unbrake button |05, which will complete a circuit through the cam operated switch 480, which is at this time closed, to the pitch-increasing iield coil ||0 of the highrate servomotor 88. When the blade pitch passes the zero line 8|, which may be observed on the pitch indicator dial 8|8, the Unbrake button may -be released and the manual low-rate switch 85 employed instead to more closely adjust the pitch to an appropriate positive pitch angle suitable for starting. The engine may now be started in the usual way, and. after it is started, the Unbrake push button may again be used to bring the pitch to the plus 20 degree angle shown.

Upon reaching that pitch-angle, the Unbrake cam 428 opens the switch 480 to arrest pitchchange, and closes the switch 484 to light the green signal light 488 to indicate that the midpoint of the low-speed night-range has been reached. The pilot will then preferably release the Unbrake button and press down the button |08 for automatic governing in take-oil?. The blade will now automatically assume an angle commensurate with the throttle setting for takeoii which is governed by the experience of the pilot. It is noted that when the push button |08 is released to stop automatic operation, the constant speed motor |20 and the electromagnetic clutches |88 and |58 are disconnected from the battery, whereupon the brakes |44 and |84 are spring applied. Thus the entire governing mechanism rests except when automatic operation is initiated.

On the other hand, the propeller may have been left in the feathered position at the last landing. In that casel the pilot may press the Brake push button |08, which completes a circuit through the now closed cam operated switch 440, to the pitch-decreasing ileld coil ||2 oi the high rate servomotor 88. When the pitch is near a suitable starting angle, which may be determined by observing the pitch indicator dial IIB, the manual switch 88 may be used to complete a ine adjustment of the pitch and the engine may then be started in the usual way. After starting, the Unbrake push button may be held down until 4the Unbrake cam 428 opens the switch 480, which arrests pitch-change at plus 20 degrees. the mid point oi the low-speed night-range, and lights the green light 488. The automatic push button |08 msnm may now be' pressed down and anchored' :tor automatic governing in take-off and subsequently in flight. I v- In still another case the propeller may have been feathered and necessary repairs made to the engine during flight, and the engine isagain to be started. In this case, it may be preferable to close the manual switch 85 until the pitch has moved just slightly oif the feathered position, and the engine may thereby be windmilied at a speed suillcient for starting, and thereafter. when the engine is running-the Brake pushbutton may be further employed to bring the pitch to the mid point of the flight-range, which point may be observed on the pitch indicator dial'i. The mid point, however, may be on the line $3 if the craft is moving at low speed, or it may be any where between the line 93 and the line 9i if the craft is operating at a higher speed. In any event the manual switch @t may be used to complete a fine adjustment if so desired before` initiating automatic operation.

When either of the above circumstances are being taken care of as indicated, the auxiliary switch M5 should be closed coincidentally with the starting oi the engine, so as to energize the master motor B2b, the selected speed of which fixes the spee'd of the engine.4

Simultaneously also with the starting of the engine and the master motor i2ii, the Automatic push lbutton It should be pushed down fully so it will be held down by the hook |23. This will close the push button switch Ill for energizing the coils it and it@ of the clutches |58 and |36, whereby the governor il@ is made to connect the master motor and the engine shaft |26 to maintain synchronism therebetween.

Closing of the switch ill also completes electrical connection to the cam-operated switch did, which keeps a green signal lamp dit burning as long as the propeller is operating at any positive pitch-angle which is not more than 5 degrees greater or less than the correct pitch-angle for the then existing air speed.

Closing of the switch Iii also completes electrical connection to the cam operated switch d20, which will, whenever the blade is turned to the negative pitch-range, keep a red signal lamp $22 burning as long as the propeller is operating at any negative pitch-angle which is not more than 5 degrees greater or less than the correct pitchangle for the then existing air speed.

Depressing the Automatic push button |05 also closes the switch i i9, whereby connection is made to the common terminals of the governor-oper.- ated pitch-increasing switches 20d and 206, and the governor-operated pitch-decreasing switches d@ and 2id, which, when they close, complete connections to the servomotors SB and ed. and the followup motors 2li. The governor iid, when thus connected, will maintain the speed of the engine at the speed at which the master motor |20 is set, in the manner previously described, as long as normal ight continues.

Should it become desirable to employ propeller braking. either for landing or for dive braking, the Brake push button will be depressed. This will :rst move the plate iti to the left and release the hook 823 of the Automatic push button it. The Brake push button will then be held down until the red light tilt burns and until the blade 22 has turned through, say 4 5 degrees; that is, from a positive pitch position, which may be somewhere between the lines tt and el, to the negative pitch position, which may be somewhere between: the lines 9B and 9S, depending o n the then existing air speed. i This will cause the cam shalt 282 to=irotate degrees clockwise, which, in turn, wil-l cause the brake cam 438 to rotate 90 clegrees anticlockwise; that is, from the position shown to the position necessary for opening the switch ldd-provided, ol course, there is, in the interim, no substantial change in air speed.

When the cam 404, which coincidentally turns 90 degrees anticlockwise, had turned through 40 degrees of this angle, at which angle the propeller Awas at thepoint of 0 thrust, the switch All@ closedandV operated the reversing mechanism 228, which changed the sense of the governor i'iS preparatory to employing it for governing in reverse J pitch. The mechanism will now be in the reverse pitch-range, and, having changed the governor sense with respect to the servomotors, is ready to be connected for automatic governing `in reverse pitch. The Automatic push button it@ may therefore now be pushed down, and the governor H8 will maintain a uniform engine speed in reverse pitch while braking is being eilected.

-It maybe noted that, as long as the blade pitch is being properly controlled by the governor Hd, and the air speed of the craft is in substantial response to the changes in blade pitch, the air-speed-responsive device 339 will maintain the tube 328 and its cams in substantially the position shown in the drawing, for all positive thrust ight speeds, but will hold the cams substantially stable in a position 90 anticlockwise from the position shown in the drawing, for all speedsl at which automatic braking may be effected.

If the above-described braking operation has been made in free forward or diving night, it may be desirable, after any desired period of propeller braking, to return to automatic governing inthe positive thrust night-range. This will be accomplished by pressing the Unbrake push button |05 which tlrst releases the Automatic button |69. The Unbrake button then will be held down until the green light 83S burns and the blade pitch changes from its negative pitch, which will be somewhere between the lines and 99, to its positive pitch, which will be somewhere between the lines 93 and 91, depending on the air speed,

the cams meanwhile having rotated 90 degrees clockwise to their night position. The Automatic button will now be depressed for a return to governing in the positive thrust flight-range, it

being noted that, as the reversing cam Q04 moves its notch di!) away from the lug 608, the reversing mechanism 228 is reset to change the sense of the governor i I8 back to the condition for automatic ygoverningin the positive thrust night-range.

The automatic governing of the system may be summarized as follows: If the engine goes oi the speed of the master motor, the governor il@ operates the proper servomotor to so change the pitch as to bring the engine back to speed. the follow-up motor 2|2 operating simultaneously to return the governor element itil to the neutral `blade-pitch are commensurate, the cams 488,

888. etc., do not rotate. and therefore do not operate their respective switches.' except, of

course, as was hereinbefore described, when a' large pitch-change of as much as 45 degrees was made in as little as one second time, in changing from flight to brake, or vice versa, provided there is no substantial change in air speed, and consequently. no air speed correction, and the cam tube 828, therefore, rotates in one direction as much as the cam shaft 282 rotates in the other direction.

The lobes on the Automatic increase and decrease cams 488`and 888 are so positioned that degrees rotation from the positions shown, indicating that the air speed is the equivalent of 5 degrees out of correspondence with the pitchangle, will stop further change in pitch-angle until the air speed can adjust itself to the pitch. Therefore, any malfunctioning of the governor, which would change the pitch faster than the air speed could adjust itself to the change, or which would fail to change the pitch as fast as the air speed was changing. would bring the lobes of the cams 868 and 488 around to where they would arrest pitch-change until air-speed-change caught up with it.

With perfect functioning of the mechanism as a whole, the pitch-change-varresting cams do not move from the position shown, whether the air speed is minimum or maximum, for while at maximum air speed. the pitch indicator shaft will have turned farther, the greater air speed will have cancelled the correspondingly greater contrarotation of the cam tube.

In the hydraulic exemplification shown in Fig. 2, the dual rotation hubs I0 and i4. and the dual rotation gear-set 28 which transfers pitch-change from one hub to the other, are identical with corresponding parts of Fig. 1, and will, therefore, not be further described. For convenience in considering Fig. 2, however, the several numerals which designate the various parts of the gear-set are included in the drawing.

The pitch-change gear-set, however. which may, as a whole, be identified by the numeral 81, differs somewhat from the gear-set 88, shown in Fig. 1. Gear-set 81 is contained in a housing 8| which is carried on the nose 88 of the engine. It includes a pair of ring gears 88 and 88, gear 88 being freely rotatable, and gear 88 being fixed against rotation, in the housing.

Two connected sun gears 12 and 18 are freely rotatable in the inner sleeve of the hub I8. Planet pinions 18 and 18 are in mesh with the internal teeth of the ring gears 88 and 88 and the external teetlr of the sun gears 12 and 14, respectively. Carriers 88 and 88, respectively, support the pinions 18 and 18 for rotation on their axes. and

for revolution about the sun gears 12 and 18, and within the ring gears 88 and 88.

Carriers 88 and 88 are both concentrically supported on the inner sleeve of the rear hub Il, the carrier 83 being fast on the sleeve for unitary rotation therewith, while the carrier 88 is freely r0- tatable thereon. An external gear 88 is secured to the carrier 88 to rotate therewith, and meshes i with the pinion 88 which is fast on the shaft of the worm 28. An externally toothed pump-driving gear 81 is concentrically secured to the periphery of the carrier 88. In a pitch-change gearset. such as is shown at 81, where one of the ring gears is permanently held nonrotative, pitch increase or decrease is effected by rotation. in one or the other direction, of the rotatable ring gear. If,l additionally, a high rate and a low rate of pitch-change is desired, both conditions may be satisfied by having a single servomotor which selectively rotates the rotatable ring gear forward or backward at a high speed, or forward or backward at a low speed. Any fluid motor of the type in which a reversal of fluid flow through the motor will reverse the direction of rotation, is adaptable to the gear-set 81.

But while a single servomotor 88 may suffice, a better balance may be obtained by circumferentially and preferably equally spacing three or more similar motors of smaller capacity on the housing 8|, each having a pinion 8| in mesh with the external teeth of the rotatable ring gear 88. the three motors then acting as one. In Fig. 2, the three motors are shown in an exploded view for convenience in showing the hydraulic connections, one motor only being shown as having its pinion 8| meshed with the ring gear 88. The true arrangement, however, is as shown in Fig. 4, the motor pinions 8| being there shown circumferentially spaced around the ring gear 88.

While the three hydraulic motors 88 operate simultaneously, their operation is intermittent, so that the one pump |88, having a pinion |81 in mesh with the pump-driving gear 81, is sufcient to supply the motive power for the motors. -Elince gear 81 is fast on the carrier 88, which is fast on the inner sleeve of the hub |4, the pump |88 rotates always in the sam'e direction, and always as a function of hub rotation, whereas the hydraulic motors 88 rotate in opposite directions and only when pitch change is required to be effected.

The suction side |88 of the pump 88 is pipe connected to a fluid supply tank HI, while its discharge side |48 is pipe connected through a strainer |48 and through a one-way valve |81 to their rotation either for pitch increase or for pitch decrease.

Inasmuch as speed change is taking place for a relatively small part of the whole time in which the pump |88 operates, the pump is compelled to pump through the relief valve |8| for the greater portion of the time. Since the relief valve is set at the desired accumulator pressure, it follows that the pump is operating against the full accumulator pressure at all times.

In view of the above facts. it may be preferable to employ an unloading valve 288, Fig. 5, of standard construction, whereby, when the desired` accumulator pressure has been reached, connection to the accumulator is severed, and the pump returns surplus fluid to the tank Mi against substantially zero back pressure.

The speed control valve |88 comprises a body |88, bored to slidably receive a piston |8|. which 25 is provided with a small transverse passage |53, through which fluid flows to the servomotors at a low rate when a low rate of pitch change is desired. When either of the solenoid coils |59 is energized, it lifts the piston up in the body, which permits unrestricted fluid flow to the servomotors when a high rate of pitch-change is desired. A spring |81 holds the piston in the low rate position except when one of the solenoid coils is energized.

The direction-control valve |51 comprises a body |69 containing two slidably fitted spacedapart pistons |1| and |13 which are fast on a piston rod |15, the outer ends of which serve as cores for the solenoid coils |11 and |19. A conduit |8| connects the outlet side of the speed control valve |55 to the space between the pistons |1| and |13, while two manifolds |33 and |05, respectively, convey the hydraulic uid from the valve |51 to the rear sides |01 and the front sides |89' of the servomotors. A return manifold |9| connects the spaces above and below the pistons |1| and |13 to the tank |4|. Springs |93 normally hold the pistons 81| and |13 over the outlets to manifolds |89 and |95. When the solenoid coil |11 is energized, the piston rod |15 and the pistons move upward, whereby the supply conduit isi is connected to the manifold |03, while the manifold |85 is connected to the return manifold |91, which arrangement will direct uid through the servomotors from the rear |01 to the front |09.

When the solenoid coil |19 is energized, the piston rod |19 and the pistons move downward, whereby the supply conduit |9| is connected to the manifold |85, while the manifold |09 is connected to the return manifold i9! which arrangement will direct fluid through the servomotors from the front |90 to the rear |91. Pitch increase or decrease is thus effected by energizing one or the other of the solenoid coils |11 or |19. Whether it is effected at a high or at a low rate depends on whether or not a solenoid coil |65 of the speed control valve |65 is energized.

A hand pump |95 is provided for pumping through a one-way valve |91 into the accumulator for emergency operation of the servomotors when the pressure in the accumulator fails, the direction control valve |31, in that case, being operated up or down by that one of the push buttons |03, or |01 which represents the desired pitch-change. Failure oi the accumulator pressure will seldom occur except when the craft has stood idle for too long a period of time or when the rotary pump |35 fails. A relief valve 233 is provided for returning excess iluid to the tank lli! when the accumulator has reached the required pressure from hand operation of the pump |95.

A pressure cutout switch |99 is responsive to a failure in pressure in the accumulator |59 to sever the solenoid coils |11 and |19 from their ground connections. The structure and function of the switch |99 will be later described.

As a means of locking the ring gear 99 against creeping when no pitch-change is desired, a clutch mechanism 20| is provided. Locking-clutch 20| consists of a stud 203 which ls nonrotatably supported in the housing 8| with its axis parallel to the axes of the servomotors 09, vand in the space intermediate two of the servomotors. The

' portion of the stud 209 adjacent its support has external splines 205 over which the internal splines of a jaw clutch member 201 are slidably fitted, while the outer end oi the stud is smooth,

and provides a bearing upon which a pinion 209 may rotate freely. The interfacing surfaces of the pinion 209 and clutch member 201 are serrated, so that when a spring 2|| presses the serrations together, as shown, the pinion 209 is locked against rotation. Since the pinion 209 is in mesh withythe ring gear 0l, the ring gear is normally held nonrotative and no change in pitch may be effected. A solenoid coll 2l3 is provided for withdrawing the clutch member 201 axially, vthereby separating the serrations between the clutch and the plnions so that the pinion may rotate freely. The clutch-operating solenoid coil 2|9 is electrically energized through a switch 23|,.

which is closed upon energization of either of the solenoid coils 233 or 295, which occurs coin.

cidentally with energization of either valve-operating solenoid coil |11 or |19, which control rotation of the servomotors, whereby, whenever a servomotor is connected for rotation through the direction control valve |51, the pinion 209 is simultaneously released, so that the motor, and the pitch-change ring gear 90, into which the pinion meshes, may rotate and pitch-change be thereby eiected.

The pressure actuated electric switch |99, which is associated with the accumulator |49, is ar.

ranged to sever the ground connection of the solenoid coils 221 and 229 concurrently with the breaking of the ground connection of the coils |11 and |19, as hereinbefore mentioned.

Pressure switch |99 consists of a casing 235 with a small cylinder 231 in the bottom, to which a piston 299 is slidably fitted. A conductive bar 26| is insulatedly supported on the top of the piston, and springs 243, insulatedly'secured lto the bar, are provided for pulling the bar downward. The space under the piston is pipe-comnected to the accumulator |40. whereby, whenever the fluid pressure is at the desired value in the accumulator, the springs 243 will be overcome, and the common terminal 245 of the coils |11 and |19, and the common terminal 261 of the coils 233 and 229, are connected by the 'bar 24| to the ground terminal 299. Failure of the predetermined pressure in the accumulator |49, therefore, prevents opening of either passage through the direction-control valve |51, and prevents unlocking of the pitch-locking clutch 20|.

For energizing the several solenoids which control the mechanism which operates the servomotors 89 for pitch-change, a push button control set 9| is provided. but since this set is exactly like that shown in Fig. 'l under the same reference numeral, no further description will be given although for convenience in considering Fig. 2, the numerals of the individual parts are applied thereto in the drawing.

The automatic pitch-change governing mechanism oi Fig. 1, which includes the follow-up motor 2|2 and the differential gear-set |99,- is also used in the modification Fig. 2 for sensing overspeed or underspeed engine conditions and their magnitude. and selectively energizing the solenoid coils which control the servomotors for eil'ectuating appropriate pitch-change. A slight addition to the governor of Fig. 1 appears in the governor shown in Fig. 2. This addition consists of a switch 29| closable by a solenoid 293 for completing the ground connection of the followup motor 2|2, whereby the follow-up motor may operate only when the switch H9 is closed' by the push button |09 for automatic operation. No further changes have been made and no further description of the construction is therefore given, although the reference numerals applied to the detail parts of the governor in Fig. l are repeated in the modified system of Fig. 2.

The wiring of the system of Fig. 2, however, differs from that of Fig. 1 in that the governoractuated switches 204, 208, 208 and 2|0, of Fig. 2, operate to energize solenoid coils which operate valves which control the speed and direction of rotation of hydraulic servomotors, while in the system of Fig. 1, the same governor-actuated switches operate to directly energize the coils of electric servomotors which effectuate pitchchange.

The electrical connections of Fig. 2 are such that, coincidentally with the closing of the governor-operated switch 204 by the carriage |88,

- due to overspeeding of the engine shaft |28, the

pitch-increasing solenoid coil |19 is energized. whereby the piston rod moves downward, thereby opening a passageway from the accumulator |48 through the valve |55, conduit |8|, manifold I 85, through the servomotors from |88 to |81, through the manifold |83, and back through the manifold |8| to the tank |4|. This rotates the servomotors 88 clockwise, i. e., in the direction oi' the arrow 2|5, which is the proper directionfor pitch-increase. Since neither solenoid coil |55 of the speed control valve |55 is energized upon closing of the governor switch 204, the pitch-increase will be at a low rate. The follow-up motor 2|2, as explained with reference to Fig. 1, will return the carriage |88 to the neutral position shown after the proper R. P. M. correction has been made.

Closing of the governor operated switch 208 by the carriage |88, due to underspeeding of the engine shaft |28, energizes the pitch decreasing solenoid eoil'l11, whereby the piston rod |15 moves upward, thereby opening a passageway from the accumulator |48 through the valve |55, conduit |8|, manifold |83, through the servomotors from |81 to |88. through the manifold |85 and back through the manifold |8| to the tank |4|. 'I'his rotates the servomotors 89 anticlockwise, i. e., in the direction opposite to the arrow 2| 5, which is the proper direction for pitchdecrease. Since neither solenoid coil |65 is energized upon closing of the governor switch 208, the pitch decrease will be at a low rate. The follow-up motor will return the carriage |88 to the neutral position.

When the magnitude of the olf-speed condition is great enough to cause the carriage |88 to move to the right far enough to close the switch 205 in addition to the switch 204, or to the left far enoughto close the switch 2|0 in addition to the switch 208, a solenoid coil |85 of the speed control valve |55 will be energized, and the piston |5I will be raised against the resistance ofthe spring |81 until the piston clears the passageway through the conduit |8| for a high rate of fluid flow, and, therefore, for a high rate of pitchincrease or decrease.

The control-reversing mechanism, for conditioning the system ot Fig. 2 for automatic control of the engine-speed within the braking-range, is similar to that shown in Fig. 1, except that one only, instead of two of the double-pole doublethrow switches are required, thi .rue for the reason that, in the bly one ofthe pitch-ch l. The ntrols and the corresponding switch in Fig. l, hereinbefore described with reference thereto.

In the switch 280 of Fig. 2, the posts 284 and 238 normally transmit current through suitable conductors to the solenoid coils |18 and |11, respectively. of the direction control switch |51, whereby the piston rod |15 is moved downward or upward respectively, for pitch-increase or pitch-decrease. Obviously, the closing of the governor-controlled switch 204 will complete electrical connection for pitch-increase as long as the reversing switch 280 is in the condition shown, but will complete connection for opposite rotation when the solenoid core 258 moves to the left and engages part 252 with 288. Similarly, the closing of the governor controlled switch 208 normally completes connection for pitch-decrease as long as the reversing switch 280 is in the condition shown, but will complete connection for opposite rotation when the solenoid core 256 moves to the left and engages part 250 with part 284. The solenoid coil 258 is energized through a cam-operated switch 404, the cam of which is advanced or retarded as a function of air speed, so that the dividing line between the flightpitch-range and the braking-pitch-range shifts of! the 0 pitch-angle according to the air speed ofthe craft.

The push buttons |08, |05, and |01 are provided for braking. unbraking and feathering, respectively, and since each of these functionsV is performed at the high rate of pitch change, it is obvious that the depressing of either of these buttons must energize a coil of the speed control valve |55. Also, since unbraking and feathering both call for rotation of the propeller blades in a pitch-increasing direction, the coil |18 of the direction control valve |51 must be energized whenever button |05 or |01 is depressed, and since braking calls for rotation of the blades in a pitch-decreasing direction, the coil |11 must be energized upon depression of the push button |08.

Since automatic governor control may not remain in effect when either of the manual push buttons |03. |05, or |01 is depressed, it follows that depression of either of these buttons must complete connection to the appropriate valveoperating coils |85, |11 or |18, irrespective of the governor switches 204, 200, 208 or 2I0, and irrespective oi the reversing switch mechanism 230. Accordingly, current is brought from a point just past the main switch 401 to a double pole switch 25 I, which directs current to valve operating coils |85 and |18, and the unlocking coil 228 for increasing pitch at a high rate whenever the pitchincrease solenoid coil 258 is energized. The pitchincrease solenoid coil 258 is energized upon depression of either push button |05 or |01, current passing respectively through the cam-operated switches 480 or 822 until they are opened at the proper degree of pitch-increase. Current is also brought to the double pole switch 255, which directs current to the valve operating coils |55 and |11, and the unlocking coil 288 for decreasing pitch at a high rate whenever the pitch decrease solenoid coil 251 is energized. The pitchdecrease solenoid coil 251 is energized upon depression of the push button |08, current passing through the cam-operated switch 440 until it is opened at the proper degree of pitch-decrease.

The air-speed-responsive mechanism 880 shown in detail in Fig. 3. and described with respect to its employment in the 'system Fig. 1, is used without change in structure in the modification Fig. 2, the detail parts being given the same numerals therein. To provide for situations where a line and described with reference to Fig. I. The manner in which it is drivabiy connected to its source of rotation, however, differs in that, in the structure shown in Fig. 2, the differential gear-set 284 of Fig. 1 is not required, for the reason that the source of rotation in Fig. 2 is the single rotatable ring gear 68 instead of the two rotatable ring gears 88 and 10 of Fig. 1.

In Fig. 2, a pinion 2 i1 meshes with the external teeth of the ring gear B8, while intermediate gearing 2|0, 22|, 223, 225 and 221 drivably connect th'e gear 220 on the shaft 282 to the ring gear 88, whereby rotation of the shaft 282 is always a function of the rotation of-the ring gear 08, and, consequently, is a function oi pitch-V change.

The modification shown in Fig. 2 may be operated as follows:

Let it again be assumed that the engine has not yet been started. The main switch 801 should be closed, thus completing` connection from the battery 318 to the Brake, Unbrake, and Feather push button switches iii, H3, and IIB. as well as to the unlocking and valve operating switches 23|, 25|, and 255. Closing'of any of the three above push button switches will now direct current through the cam-operated switches 84,0, 530 or 322 to the switch closing solenoids 221, 223, 253 or 251 for pitch-change,

If the propeller was left in the braking range at the last landing, it may be brought to a starting position by pressing the Unbrake button |05, which will complete a circuit through the now closed cam-operated switch 530 to the pitchinV creasing solenoid coil 253, whereupon the switch' 25| will close, and current will be directed to the solenoid coil 235 for releasing the locking clutch 20|, to one of the solenoid coils |85 for operating the speed control valve |55 to its high rate posi tion, and to the solenoid |19 for setting the direction-of-rotation valve |51 to the pitch-increasing position.

By observation of the pitch indicator dial SI5, the Unbrake push' button may be released and pitch-change stopped at the desired positive pitch position for starting, or it may be released as near this position as convenient andthe finer adjustment for starting position achieved with the manual low rate pitch change switch 85.

After the engine is started, warmed, and let down to its idlingl speed, the Unbrake button may again be pushed and h'eld until the green light 038 lights and indicates that the pitch change has been stopped by the Unbrake cam 428 at the mid point in the low-speed night-range. The Automatic push button |09 may now preferably be depressed, after which the pitch' will be automatically set to a point commensurate with the take-ofi throttle setting, which will be at the discretion of the pilot.

If, on the other hand, the propeller has been left in the feathered position, the pilot may preferably press the Brake push button |03 to complete a circuit through the now closed cam-operated switch M0, to the switch-closing solenoid 251I whereupon the switch 255will'close, and current will be directed to the solenoid 221 for releasing the locking clutch 20|, to a solenoid coil for operating the speed-control valve |55 to its high rate position, and to the solenoid coil |11 for setting the direction-of-rotation valve |51 to the pitch-decreasing position.

By observing the pitch` indicator dial 3|8, the Brake push button may be released, and pitch change stopped near the position desired for starting, the more exact position being subsequently achieved with the low rate pitch change switchl 85. After the engine is operating satisfactorily, the pitch may be set to the mid point of the low-speed flight-range with the Unbrake button by observing when the green light 438 lights. The Automatic push button |09 will now be put down and anchored, whereupon the pitch will be automatically brought to an angle which will maintain the engine constant at whatever speed the throttle setting calls for, whether in take-off or in flight.

. iWhere a propeller has been full feathered with the push button |01, and necessary repairs made to the engine during iiight, the engine may be started by bringing the propeller to a slight positive pitch-angle with the switch 05 and windmilling the engine for starting, and when the engine is performing satisfactorily, the same switch or the Brake push button may bring the pitch to the mid point of the low-speed flight-range, after which automatic governing may be initiated, as before explained.

In initiating automatic pitch-change, the auxiliary switch H5 should be closed, whereby the master motor |20 is started, then the Automatic push button |09 should be put down and anchored, whereby the coils of the clutches |56 and |88 are energized and connection is made to the cam-operated switches 0N and 420. provided for respectively lighting a green or a red signal light M8 or 422 whenever the pitch is brought within 5 degrees from the correct angle for the then existing air speed; and connection is made to the governor-operated switches 205, 205, 208 and 2|0, all as described with reference to Fig. l; Further manipulation of the push button controls lin cruising, braking, unbraking or feathering has also been adequately described with reference to Fig. 1, of which Fig. 2 is only the hydraulic anal- 081?.

Having thus briefly described my invention, I claim:

1. In an aircraft propeller. blades rotatable about their axes to change the pitch, means for changing the pitch whereby lthe airspeed may change in correspondence therewith, a differential gear-set comprising two differential gears. differential pinions for connecting said gears, and a carrier for revolving said pinions, means for connecting one of said gears to the pitch-change means, whereby rotatable displacement of saione gear is a function of pitch-change, an airspeed-responsive device for rotating said carrier as a function of air speedl and pitch-limit sto?r means connected to the other gear, Wherell pitch-change is stopped when pitch is out of cor responderme a predetermined amount with the air speed.

2. In an aircraft propeller, propeller blades rotatable about their axesto change their pitch, pitch-changing means whereby the airspeed normally changes at a rate corresponding to the rate of pitch change, a pitch-change-arresting 

